Rail sanding and cleaning device



Sept. 22, 1931. H. G. BECKER RAIL SANDING AND CLEANING DEVICE Filed July 9. 1929 2 Sheets-Sheet l Patented Sept. 22, 1931 UNITED STAT S HARRY cgiancxnn, or ALBANY, NEwYoax RAIL sarcoma AND CLEANING DEVICE Application filed July 9,

This invention relates to rail sanding and cleaning devices for locomotives, and has for its principal object to provide an improved and simplified construction for sanding the rails in advance of the driving'wheels and simultaneously removing the crushed sand from in rear of the driving wheels.

Another object of the invention is to provide a device of this class inwhich the sand may be blown from the rails by compressed air. It has previously been proposed to remove the sand by theme of steam or hot water, but the use of these fluids is obviously attended with disadvantages in cold climates due to the formation of ice by freezing of the fluid. In the present; invention the use of compressed air eliminates the disadvantages attendant upon the use of steam or hot water.

A further object of theinvention is to provide a device of this class by-which the compressed fluid, preferably compressed air, from a single supply may be used to operate the rail sanding device and also .to blow the crushed sand from the rails whereby the requisite piping system may be simplified.

A still further object is to provide a combined rail sanding and cleaning device operable for either forward or backward movement of the locomotive and in which the compressed fiuid is controlled for either forward or backward movement by a single two way valve.

Other objects of the invention will be apparent from the following specification, in which various advantageous'features of construction are described in detail.

In the drawings, I

Figure 1 is a side elevation of a locomotive equipped with the present invention;

Figure 2 is a side elevation on a larger scale than Figure 1 and showing the details of the rear sand outlet and rear rail cleaning nozzle, and the means for supporting the same in alignment with the rear driving wheel;

Figure 3 is a similar side elevation showing the details of the forward sand outlet and rail cleaning nozzle and the means for supporting them in alignment with the forward driving wheel;

1929. Serial No. 376,886.

Figure lis a sectional view taken on the line 4-4 of Fig. 2; i V

Figure 5 is a.sectional view taken on th line 5.5 of Fig. 3; and

Figure 6 is a front elevation of the forward sand outlets and rail cleaning nozzles on'both sides of the locomotive and the means for supporting them from the frame of the locomotive.

Referring to Fig. 1 pipe 10 leads from a supply of compressed air, such as the main air reservoir of the locomotive, and supplies air to a two way valve 11, located in the engineers cab. Valve 11 may be'turned at will to either cutoff the air from supply pipe 10 or to direct it into either of the forwardly extending pipes 12 and 13. Pipe 12 leads from the two way valve 11 to a forward sanding device comprising a conventional sander 14, a sand discharge pipe 15 and rearwardly directed sand outlet 16 adjacent the rail and forward of the front driving wheel. Pipe 17 branching from pipe 12 leads directly to a rearwardly directed rail cleaningnozzle 18 adjacent the rail and in rear of the reardrivin wheel. 1

ipe 13 leads from the'two way valve 11 to a rear sanding device comprising the conventional sander 19, the sand discharge pipe 20, and the forwardly directed sand outlet 21 adjacent the rail and in rear of the rear driving wheel. Pipe 22 branching from pipe 13 leads directly to a forwardly directed rail cleaning nozzle 23 adjacent the rail and forward of the front driving wheel.

In the operation of the combined rail sanding and rail cleaning device, assuming that the locomotive is moving in a forward direction and that it is desired tosand the rails, the two way valve 11 is turned by the engineer in such a direction that compressed air from the supply pipe 10 is directed into the pipe 12. From pipe 12 the compressed air passes to the forward sanding device and the rear rail cleaning nozzle 18, thus sanding the rails 9 in advance of the driving wheels and removing the sand from the rails as soon as the driving wheels have passed.

When the locomotive is moving in a rearward direction the device is operated in the ever it is obviously desirable that both rails,

be sanded and cleaned. With this purpose in view, the forward and rear sanding devices and the forward and rear rail cleaning. nozzles are each duplicated on the 'side'of the locomotive opposite from that shown in F ig.

1 by corresponding sanding devices and rail cleaning nozzles operating respectively in parallel therewith. Since the sanding devices and rail clea-ningnozzles'on the opposite side of the locomotive correspond in structure and location to those shown in Fig. 1, the former are not illustrated in the drawings. Referring to Fig. 1, 12 is a. pipe branching from pipe 12 adjacent 'th'econventional sander 14 and passing through one of the sand domes to the opposite side of the locomotive, where itsuppliesair to a for Ward sanding device comprising parts similar' to, the sander 14, sand dischargetpipe '15 and .rearwardly directed sand outlet 16..'- In like mannerpipe 18 branches from pipe 13 and supplies a rear sanding device comprising parts correspondingto the sander 19, sand discharge pipe 20 and-forwardly directed sandoutlet 21.

Branching from pipe 22, a pipe 22 v leads to a forwardly directed rail cleaning nozzle on theopposite side of the loco'motiwz and corresponding to nozzle 23. Branching from pipe 17, a pipe .17 leads to a rearwardly directed rail cleaning nozzle on the opposite side of the locomotive and corresponding to nozzle 18. g

It will bevunderstood from the above descripti-on that each of the sanding devices and rail cleaning nozzles illustrated in Fig. '1 is duplicated on the opposite side of the locomotive, and that the corresponding sanding devices and rail cleaning nozzles are connected in parallel and operate simultaneously.

In order to supportthe various sand discharge pipes and rail cleaning nozzle'sadjacent to and in alignment with therails, particularly while the locomotive is passing I around curves, improved means for supporting and holding the. discharge. pipes and nozzles are provided. Referring to Figs. 2 and 4 it will be seen that the rear sand outlet .21 and the rear rail cleaning nozzle '18 are supported rigidly in alignment with the usual brake hanger 24. by means of: a clamp construction comprising the members 25 and 26 which engage around flanges 27 and 28 of the brake hanger and space the sand outlet 21 therefrom, the-spacing member 29, and the st p me e ap ,memberzfiQ-enr braces the rail cleaning nozzle 18, the spacing member 29, and the sand discharge outlet 21 and is retained at its two ends by nuts bearing on members 25 and 26 respectively. Members 25 and 26 are tightly clamped to gether by means of the nut and bolt indicated at 31.

Brake hanger 24 is provided with the usual brake shoe head 32 and grooved brake shoe 3 3, the groove of which slidingly engages the --flange 34 of the rear driving wheel. Thus vided with flexible hose sections 35 and 36 respectively between the locomotive frame and the sand outlet and air nozzle.

,The mounting ofthe forward sand outlet 16 and rail cleaning nozzle 22 is somewhat modified-due to the fact that ordinarily no brake hangers are provided in advance of and facing rearwardly toward the driving Whe Y Refer-ring to Fig. dzit will be seen'that hangers 37 and 38 are pivotallysuspended fromside frame members 39 and 40 respectivelyof the locomotive and are provided withjriurnals 41and 42 at their lower ends through which the shaft 48 is adapted to slide laterally of the locomotive. On either endof the shaft 43 are mounted brake heads, one of. which is indicated in Fig. 8 at 44, and which brake heads carr brake shoes 45, the grooved ortions of w ich slidably engage with the ange 46 of the front driving wheel.

. Referring to Fig. 3 it will be seen that the hangers are pivoted to the locomotive frame slightly in rear of the shaft 43 and'hence that gravitytends to swin the brake head 44 and shoe 45 toward the -orward driving wheel so that "the shoe engages therewith.

The forward rail cleaning nozzle 23 is directed in a forward direction while the forward sand outlet 16 is directed in a rearward direction. At the brake shoe head 44 nozzle 23 and the outlet pipe 16 are adjacent and parallel and are clamped together and rigid- 1y connected to the brake shoe head 44 by two identicalstra'psbl and 51, one of which is shown in' detail in Fig. 5. v I

. Referring to Fig. 5 it will be seen that the brake shoe head44 is provided with later ally extending flanges 47 and 48 having between'them a rounded portion 49 adapted to receive the sand outlet pipe 16. Spacing member 50 is interposed between the outlet pipe 16 and the rail cleaning nozzle 23. The strap member 51 passes through the flanges 47 and 18 and around the sand outlet pipe 16, the spacing member 50 and the rail cleaning nozzle 23, holding all these rigidly to the brake shoe head 44. Strap 51 is identical with strap 51 and cooperates with the brake shoe head 44, outlet pipe 16, rail cleaning nozzle 23, and a spacing member identical with spacing member 50, in the same manner as strap 51. Below straps 51 and 51 a third strap 54; rigidly fastens outlet pipe 16 to the brake shoe head 44.

To permit of the considerable necessary lateral motion of the front driving wheels, flexible hose 52 and 53 are interposed between pipes 22 and 15 respectively and the rail cleaning nozzle 23 and sand outlet pipe 16. It will be seen that the grooved shoe 45 is maintained in ali nment with the flange 46 of the forward driving wheel and that hence the rail cleaning nozzle 23 and the sanding outlet pipe 16 are likewise maintained in alignment with the rail, the sliding connection between shaft 13 and hangers 37 and 38 allowing the brake shoe heads 44; to move as far as necessary laterally of the locomotive frame.

Having thus described the invention, what is claimed as new and desired to be secured by Letters Patent is:

1. In a locomotive, the combination of a rearwardly directed forward sanding device, a forwardly directed rear sanding device, a forwardly directed forward rail cleaning nozzle, a rearwardly directed rear rail cleaning nozzle, all of said devices and nozzles discharging toward the rail a supply of compressed air, and means for selectively admitting air from said supply to the forward sanding device and the rear rail cleaning nozzle or to the rear sanding device and the forward rail cleaning nozzle.

2. In a locomotive, having forward and rear driving wheels, the combination of a forward sanding device, a rear sanding device, a forward rail cleaning air blast nozzle,

rear rail cleaning air blast nozzle, said forward sanding device and nozzle being carried by the locomotive in advance of said forward driving wheel and said rearward sanding device and nozzle being carried rearwardly of said rear driving wheel, asupply of compressed air, a two way valve receiving compressed air from said supply, piping leading from one outlet of said valve to said forward sanding device and said rear rail cleaning nozzle and piping leading from the other outlet of said valve to said rear rail sanding device and said forward rail cleaning nozzle, whereby said sanding devices and air blast nozzles may be actuated in alternation.

3. In a locomotive, the combination of a brake hanger, a brake thereon and oppositely directed outlets respectively for sand and rail cleaning fluid carried by said hanger and discharging toward the rail.

4:. In a locomotive, the combination of a grooved shoe carried in alignment with a wheel by the engagement of the groove of the shoe with the flange of the wheel, oppositely directed outlets for sand and rail cleaning fluid, and means for connecting said outlets to said shoe whereby said outlets are maintained in alignment with the rail.

5. In combination with the frame and a wheel of a locomotive, a hanger pivoted to and depending from said frame, a shaft slidable laterally through the lower ends of said hanger, a grooved shoe carried by said shaft and held in ali nment with said wheel by the engagement of the groove of said shoe with the flange of said wheel, a rail sanding outlet carried by said shoe and means for supplying sand to said outlet.

6. In combination with the frame and a wheel of a locomotive, a hanger pivoted to and depending from said frame, a shaft slidable laterally through the lower ends of said hanger, a grooved shoe carried by said shaft and held in alignment with said wheel by the engagement of the groove of said shoe with the flange of said wheel, a rail cleaning nozzle carried by said shoe and means for supplying fluid under pressure to said nozzle.

7. In combination with the frame and a wheel of a locomotive, a hanger pivoted to and depending from said frame, a shaft slidable laterally through the lower ends of said hanger, a grooved shoe carried by said shaft and held in alignment with said wheel by the engagement of the groove of said shoe with the flange of said wheel, a rail sanding outlet carried by said shoe, means for supplying sand to said outlet, a rail cleaning nozzle car ried by said shoe, and means for supplying fluid under pressure to said outlet.

8. In a locomotive, the combination of a swingable member carried in alignment with the wheel, a sand outlet, a rail cleaning nozzle, a spacing member between said sand outlet and said rail cleaning nozzle, and means, including a strap member passing around said sand outlet and said rail cleaning nozzle, for connecting said sand outlet and rail cleaning nozzle to said swingable member.

In testimony whereof I hereunto afliX my signature.

HARRY G. BECKER. 

